Month: March 2026

The French AI startup profiting from geopolitical chaos just raised $830 million. For European data centers

by

The French startup Mistral has raised 830 million dollars and it has done so with one objective: to create AI data centers in Europe that will be based on NVIDIA chips and technological solutions. That’s good news, but it also has a disturbing side. Merci, Monsieur Trump. There is a geopolitical irony in the rise of Mistral. The French AI startup has become a reference in Europe, but it has done so not so much because of its models or technology (that too) but because of Donald Trump. Since the American president returned to power and began to destroy the era of globalization, the demand for “sovereign” European alternatives to the large US technology platforms has skyrocketed. Governments and companies that previously turned to Microsoft, Amazon or Google without thinking are now trying to look for options that free them from those dependencies. Mistral is precisely the clear alternative in terms of AI. 830 million to have its own infrastructure. The round that Mistral has raised is not venture capital, but debt financing granted mainly by French banks such as Bpifrance, BNP Paribas, HSBC and MUFG. It is an interesting aspect and shows that the company no longer needs to convince investors, but rather finance the infrastructure necessary to scale its business. Those $830 million are destined for its future European data centers, starting with its facilities in Bruyères-le-Châtel, near Paris. Said center will house 13,800 GB300 chips from NVIDIA and will begin operating before the end of June. Debt, not equity. There is an important difference between the venture capital rounds that have financed Mistral until now and this new round of debt. Venture capital is not returned: investors bet on a stake in the company and get paid if the company grows and is sold or goes public. The debt is repaid, and it is with interest, regardless of how the business is going. That Mistral has opted for this mechanism suggests that it is optimistic about the future, but it also represents added pressure for the company, which will not be able to afford consecutive quarters of losses. Betting with other people’s money has its problems, but doing so with borrowed money also has important problems. The success of the 13,800 chips. May that French data center get 13,800 GB300 chipsthe most advanced from NVIDIA, is not a minor detail. These AI accelerators are on the waiting list of many companies, and here Mistral competes with hyperscalers like Microsoft, Google or xAI that buy tens of thousands of units and have priority agreements. That this European startup has managed to secure that amount seems to demonstrate that it has negotiating capacity or a special relationship with NVIDIA and its CEO, Jensen Huang. European AI ecosystem. Mistral is little by little becoming the perfect European ecosystem for companies that want not to be exposed to dependencies on North American partners. Having everything under European control is what more and more governments are looking for in Europe, and here we are facing an effort that wants to offer that certain independence… which of course is anything but complete. Be that as it may, Mistral has become the great European seller of sovereignty as a product. But. Mistral expects to achieve 200 MW of computing capacity by the end of 2027, including a €1.2 billion facility in Sweden with 23 MW that will begin operating next year. These are decent numbers in a European Union that has barely raised its head in this segment, but they are very far from those in China and especially the United States. OpenAI and its partners have agreements worth several hundreds of billions of dollars in infrastructure, and while here we move in megawatt capacities, there we talk about gigawatts. The distance is still enormous. And the dependency still exists. The paradox that no one seems to want to allude to is important: the European “sovereign” infrastructure that Mistral is building depends entirely on chips designed by an American company and manufactured in Taiwan. If for any reason Washington decides to make Europe a banned region for its technology and prohibits the export of GB300 chips, Mistral’s expansion would be paralyzed. The quest for digital sovereignty is interesting, but the reality is that Europe will continue to depend on US technology and Taiwan’s manufacturing capacity to an even greater extent than the US o China depend on its rival. The old continent has activated some measures for mitigate the problembut that will not prevent it from continuing to exist in the long term. Paris, European capital of AI. The French startup has turned France into one of the great European references in AI. Mistral was valued at $12 billion after raising $1.7 billion in financing led by ASML. In addition, they expect to exceed 1,000 million in annual recurring revenue. This company is now joined by the recently launched startup Yann LeCun: Advanced Machine Intelligence Labs (AMI Labs) has already managed to raise more than 1 billion dollars and will also be based in Paris. Another detail should be highlighted: Bpifrance, the French public investment bank, is leading the round. That is significant, because that means that the one supporting this initiative is the French state. In Xataka | Mistral does not generate hype, it is a discreet AI, it does not boost the shares of any company, but it already makes more money than Grok

ideal for its photographic section and for lovers of small mobile phones

by

MediaMarkt usually launches many direct offers, others through its app, sometimes with a discount coupon and sometimes by accessing what it calls myMediaMarktwhich is basically registering in the store. Precisely today one of these latest offers has fallen into the Google Pixel 10awhich again remains at the minimum price of the store as long as we are registered in it. In this way, the mobile goes from 549 euros to 466.65 euros. Google Pixel 10a (128GB) The price could vary. We earn commission from these links Return to the lowest MediaMarkt price He Google Pixel 10a It is a particularly interesting mobile for those people who want to have a model from the brand, that takes good photos and that is “small”, since in this case we are talking about a model that comes with a screen 6.3 inch pOLED. Internally we find the Google Tensor G4, a processor that, despite not being the best in Android phones, offers a good experience when running apps or navigating through the system menus. Furthermore, continuing in line with the brand, this mobile will receive Android updates for many years. In addition, Google mobile phones are the first to receive them. On the other hand, the Google Pixel 10a supports both fast charging (30W) and wireless charging, comes with artificial intelligence functions through Gemini and It comes with a good photographic sectionone of the key points being the Google app for the camera. ⚡ IN SUMMARY: google pixel 10a offer today ✅ THE BEST His sizesince it is currently one of those considered “small” mobile phones. The softwarewhich will have updates for seven years. ❌ THE WORST l128 GB of internal storagea very small number if we want to save many photos. Repeat the same processor of the previous generation. 💡 BUY IT IF… You want to make the jump to the Google ecosystem with a mobile phone that takes good photos, and you don’t want to spend what the Google Pixel 10 or its older brothers cost. ⛔ DON’T BUY IT IF… You are going to save a lot of photos, videos or files locally, since the 128 GB of storage is going to become short in a short time. You may also be interested Google Pixel 10a Case – Made for the Pixel 10a with Recycled Plastic, Unimpeded Charging, Drop Tested – Fog Gray The price could vary. We earn commission from these links Google Pixel Buds 2a – Wireless earbuds with Active Noise Cancellation – Light and comfortable – Water resistant – Bluetooth compatible – Moss Green The price could vary. We earn commission from these links Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Ivan LinaresGoogle In Xataka | The best mobile phones, we have tested them and here are their analyzes In Xataka | Best wireless headphones. Which one to buy and 21 models from 15 euros to 470 euros

This is how the most brutal engineering work in urban history was born

by

London Underground, known in our language as the London Undergroundis one of the most famous public transportation networks in the world. With more than 543 units, 408 kilometers long and 274 stations, this precious piece of the United Kingdom capital is capable of handling up to five million passengers a day. Now, this service did not become what it is today overnight. London Underground has a fascinating history, a history that, by the way, began more than 160 years ago with a completely innovative project for the time: the construction of an underground railway. Let’s go back in time. In the 1830s, London was the largest city in the world. It was a rapidly growing global economic epicenter that needed to decongest its streetsso the idea arose that trains They will begin to move underground. The problem was that until then nothing similar had been implemented. After many years of being just a proposal on paper, a test tunnel was built in 1855 at Kibblesworth. After this step, which turned out to be a success, work began on the world’s first underground railway, a circuit between Paddington (then Bishop’s Road) and Farringdon that entered service on January 10, 1863. The locomotives ran on steam engines and the carriages were lit with gas. It was basically like putting up a traditional railway system in a closed placewhich translated into inconvenience for passengers, who often had to travel in a polluted environment with high temperatures. In any case, the metropolis continued to grow and there were more and more transportation initiatives with private investment. Therefore, in 1868 the first section of the Metropolitan District Railway was inaugurated. This was a service that ran between South Kensington and Westminster (now part of the District and Circle lines). Electricity reaches trains Both services continued to expand as tunnel construction techniques improved. On December 18, 1890, The City and South London Railway launched the first electric railway. This was a very important advance because it allowed us to solve some of the main drawbacks of the service. In 1905, electrification came to the District and Circle lines, but the London Underground network operated as separate systems. This changed after 1906, when companies began to make their way deep into the city to unify. In all this, the name ‘Underground’ did not yet exist. Artist’s representation of a platform on Baker Street London in 1906 The companies that had come together for the project proposed different names, including ‘Tube,’ ‘Electric,’ and ‘Underground,’ but the latter was the winner. In this way, in 1908 it appeared for the first time the name ‘Underground’ in the seasons, and he did it with the roundel symbol that we know today. The technological progress of the London Underground seemed unstoppable. That same year, electronic ticket-issuing machines arrived and in 1911 the first escalators were installed. In 1929, manually operated doors began to become extinct. These were updated with pneumatic systems. Until this point, the service was operated by the Underground Electric Railways Company of London (UERL). In 1933, however, underground transportation services merged with the railroads and bus services under the London Transport brand, which was overseen by the London Passenger Transport Board. That same year Harry Beck’s map appearedan element intended to guide users. The system had grown so large that some stations were just meters away, while others were kilometers away. It is a cartography that was received with skepticism, but ended up triumphing. Aldwych tube station, in 1940 For the first time, decisions about London’s public transport services were perfectly coordinated. This allowed us to improve the service and outline an ambitious improvement plan. However, the outbreak of World War II in 1939 meant that the plan could not be completed as originally envisioned. The underground transport service was converted into a huge air raid shelter between September 1940 and May 1945. Some stations were also used during the war as a warehouse to keep valuable historical items safe, for example pieces from the British Museum. After the war, in 1948, the London Passenger Transport Board acquired a public role. HE nationalized and became the London Transport Executive, years later being renamed the London Transport Board and operating under the orbit of the Ministry of Transport. The system also suffered several tragedies. In 1975 a train heading south did not stop at the final terminal and crashed at the end of the shift. 43 people died and 74 were injured. In 1987, a fire claimed 31 lives at King’s Cross station. Later, in 2005, an attack on the London transport system It caused 52 people to lose their lives. Nails contactless cards called Oyster They were implemented on the London Underground in 2003, but by 2014 you could already pay directly with contactless bank cards. By 2016, some lines provided evening service on weekends. Currently the service is run by an organization called Transport for London (TfL) which comprehensively manages the city’s state transportation strategy. Images | Joel de Vriend | Nelson Ndongala | Tomas Anton Escobar | Tom Parsons | Will H McMahan | The Graphic (Wikimedia Commons) | John Jackson In Xataka | The unfinished dream of the Roman Empire: a 125-kilometer train to link Europe and Asia over the Bosphorus In Xataka | France has been torpedoing the possibility of AVE reaching Paris for years: Renfe’s plan is now regional ones In Xataka | In 2007, Japan made a cat the station master of a dying train line. Today that line is saved

an intact Celtic city 2,000 years old

by

It seemed like the perfect location to build a highway. One of those in which the citizens of the Czech Republic want drive at 150 km/h. But when the bulldozers arrived, the workers realized something: someone was already there. Specifically, some citizens who had built their houses and businesses there 2,000 years before. What has happened? He East Bohemian Museum next to the University of Hradec Kralovehave found a 2,000-year-old city where a highway was planned. This has been confirmed by the museum itself, which in a statement also explains that the settlement was especially rich, taking into account the enormous amount of jewels and coins found. The road is the D35 highwaywhich is under construction in the east of the country. When completed, the road will add two milestones to the history of Czech infrastructure. The highway will be the second longest in the country and will contain the longest tunnel in the Czech Republic. The intention is to provide relief to the current D1 highway, which is currently saturated with cars and trucks. They were already there. 2,000 years ago, specifically. In the preliminary phase of excavating the land through which the road was to pass, archaeologists have found a “unique site in Bohemia”, according to the museum itself. This is a key city in the area. It is believed that its commercial and economic impact reached other nearby regions since it was located in the famous Amber Route. According to their calculations, the city would extend 25 hectares and they believe that its maximum splendor was reached in the 2nd century BC. Data that they have been able to extract from the enormous amount of metal objects such as coins, ceramics and remains of homes that have been found in the excavation. What was the city like? According to experts, such as those consulted by Live Sciencethe city developed in the La Tène era, that is, the final phase of the Iron Age. It must have been one of the most important cities in the area since productive structures and evidence that luxury ceramics were manufactured there have also been found at the site. Experts say that the city had to be a place of passage on long-distance journeys, which is why it was very important for all the settlements in the Middle Danube region and southern Germany. Two structures have also been found that could be one or two sanctuaries. Intact. One of the good news, they assure from the museumis that archaeologists have highlighted the good condition of the findings found. In fact, they point out that these have not been victims of illegal irrigation or those who search for treasures with metal detectors. This has made it possible to find a first layer with an unusually high density of objects. This has allowed the recovery of 22,000 bags with all types of finds, which places it as one of the most important excavations in the area. And now? Now in the Czech Republic they will have to look for an alternative to the road. The city found is located within the Litomyšl–Janov section, a particularly delicate section due to the number of urban agglomerations in the area. In fact, state entities point out that it has been difficult to reach an agreement with nearby cities. Finally, the section will have numerous bridges and a ring road has been designed next to the city of Litomyšl with the aim of reducing the traffic that currently circulates through this city. If there are no new surprises, the highway should be completed in 2029. Photo | Ministry of Transport of the Czech Republic and East Bohemian Museum In Xataka | Until 2020, Spain had the most praised roads in Europe. Now it has something else: a hole of 13,000 million euros

features, price and technical sheet

by

Vivo has just presented the Vivo X300 Ultrathe most powerful model in its catalog to date. It is a very important device for the company, which although it is used to competing in the most premium segment, is the first time it has launched the Ultra model outside of China. Because yes, the Vivo X300 Ultra will arrive in Europe and, of course, in Spain. The device arrives armed to the teeth in each and every one of its sections. Vivo has not left anything out and offers a high-capacity battery, the latest from Qualcomm under the hood and a triple camera with a dual 200 megapixel sensor, teleconverter and grip that promises a lot. Without further ado, let’s get to know it better. Vivo X300 Ultra technical sheet vivo x300 ultra dimensions and weight 163.98 x 76.81 x 8.58mm Volcano Black: 233.64 grams Steppe Green: 240.13 grams screen 6.82 inch AMOLED QHD+ resolution (3,168 x 1,440 pixels) Refresh rate: 144 Hz 510 DPI Format: 19.8:9 Screen/front ratio: 94.49% HBM brightness: 1,800 nits Local maximum brightness: 4,500 nits processor Snapdragon 8 Elite Gen 5 ram memory 16GB LPDDR5x Ultra Pro +16 GB extended RAM internal storage 1TB UFS 4.1 rear camera Wide 200 MP, f/1.85, OIS Wide angle 50 MP, f/2.0, FOV 123.4º, OIS Telephoto: 200 MP, f/2.67, OIS 8K video, 4K@120 FPS front camera 50MP f/2.45 battery 6,600 mAh 100W fast charge 40W wireless charging operating system Android 16 with OriginOS 16 connectivity Dual nanoSIM 5G+5G Dual Standby eSIM 5G NSA/SA 4G Wi-Fi 7 Bluetooth 6.0 USB Type C (USB 3.2) USB-OTG, DisplayPort NFC others Teleconverter included Handle kit included Tripod adapter ring On-screen fingerprint reader Resistance IP68, IP69 Charger included price To be determined Huge on the outside… Vivo X300 Ultra | Image: Live The Vivo X300 Ultra is a phone big, heavy and relatively thick. In the module area, the device is 8.58 mm thick, something that, it must be said, is normal in recent high-end terminals. The weight varies depending on the color, but in no case, regardless of whether it is black or green, does it drop below 230 grams. However, this thickness and weight is offset by a high-capacity battery and an all-terrain camera. The rear has a huge camera module integrated into the chassis that draws attention, but otherwise it is quite simple. The most striking thing is, of course, the compatibility with the side grip, the tripod ring and the teleconverter. The latter will help us increase the telephoto distance and take photos from even further away. Basically, we can turn the mobile phone into a “compact” camera based on accessories. Vivo X300 Ultra | Image: Live In the front we find a huge 6.82-inch AMOLED panel with QHD+ resolution (3,168 x 1,440 pixels) which leaves us with a density of 510 pixels per inch. This screen moves at 144 Hz and occupies, according to the firm, 94.5% of the front. The brightness is also on par with the high-end, reaching 4,500 nits of peak brightness and 1,800 nits of maximum brightness. …and huge inside Vivo X300 Ultra | Image: Live Under the hood, the Vivo X300 Ultra features the latest in components. Yes for him Vivo X300 Pro The firm opted for MediaTek, for its Ultra model it has gone directly with the Snapdragon 8 Elite Gen 5which has accompanied with 16 gigabytes of LPDDR5x RAM memory and a tera UFS 4.1 internal storage. It won’t be by brute force, of course. The operating system is Android 16 and runs under OriginOS 16, Vivo’s customization layer. It has Google Gemini, the entire Vivo creative AI suite and everything you would expect in terms of connectivity: Wi-Fi 7Bluetooth 6.0, dual SIM, eSIM and NFC. The battery amounts to 6,600 mAh with 100W fast charging and 40W wireless charging. As a curious fact, the device is sold in a pack that includes accessories for the camera and charger. Let’s talk about the camera Vivo X300 Ultra | Image: Live Vivo has been betting heavily on photography in recent years. On this occasion, the firm repeats its collaboration with ZEISS and opts for a triple lens system composed of a 200 megapixel wide anglea 50 megapixel wide angle and a telephoto that shares resolution (and optical stabilization) with the main sensor. This is capable of reaching 100x magnification using digital zoom, although the optical zoom is lower. Vivo X300 Ultra | Image: Live What is the key? Stabilization and video. On the one hand, the main sensor is capable of recording up to 8K, but the set supports up to 4K at 120 FPS and 10-bit Log format. Vivo also boasts of having achieved the CIPA 6.6 stabilization rating in its wide angle, CIPA 6 in the wide angle and CIPA 7 at telephoto. In the company’s words, it is the highest degree of professional stabilization currently available in a smartphone. Vivo X300 Ultra | Image: Live To complete the set, the Vivo X300 Ultra has a 400 millimeter Vivo Zeiss Gen 2 Ultra teleconverter (equivalent to 17x optical magnification), a grip kit and a tripod adapter. On paper, the proposal doesn’t look bad at all, but we will wait for the analysis to draw more precise conclusions. However, Vivo’s track record when it comes to photography is quite positive. Versions and price of the Vivo X300 Ultra Vivo X300 Ultra | Image: Live He Vivo X300 Ultra It will be available starting April 24 in a single version with 16 GB of RAM and 1 TB of internal storage. It can be obtained in green or black, both in a special edition that includes the 100W charger, the protective case, the pre-installed screen protector, the USB cable, the teleconverter, the grip kit and the tripod adapter ring. The price, at the moment, has not been revealed. Images | Alive In Xataka | Photographing the sun with a mobile phone was until recently a pipe dream. We have done it with the Vivo … Read more

There is only one Bugatti La Voiture Noire and no one knew who owned it. The answer was in the Porsche garage

by

For years, the owner of the most exclusive car in the world It was quite a mystery. Only one example of the Bugatti La Voiture Noire exists and, since its presentation at the 2019 Geneva Motor Show, no one has officially confirmed who had purchased it. That made the Internet full of theories and speculation: from elite footballers to oil sheiks. So much so that the then CEO of Bugatti, Stephan Winkelmann, publicly denied that the buyer of this gem of collecting out Cristiano Ronaldoone of the most repeated names for having several Bugatti in his garage and enough financial liquidity to afford their purchase. The mystery had remained intact until now. A work of art inspired by a missing car. He The Black Vehicle was born as an obsessive tribute to one of the most legendary automobiles in history. Bugatti designed this unique example looking at the Type 57 SC Atlanticcreated in the 1930s by Jean Bugatti, son of founder Ettore Bugatti. Only four units of that Atlantic were manufactured, and one of them, precisely the one known as La Voiture Noire, disappeared without a trace before the Second World War, and has never been found. The 2019 model takes up that heritage with an overwhelming technical proposal in the purest Bugatti style: 8-liter W16 engine with 1,500 HP, four turbochargers and six exhaust pipes that emerge on each side of the body as a direct nod to the design of the original Atlantic. With its black lacquer finish, sculptural lines and the weight of a legend on the body, Bugatti sold this unique specimen to an unknown owner for around 16.7 million euros. The mystery solved: Ferdinand Piëch, grandson of Porsche. It is now known that the Bugatti La Voiture Noire never really left his home since it was Ferdinand Piëch who acquired it. Piëch was the grandson of Ferdinand Porsche, founder of the brand that bears his surname, and one of the most influential engineers and managers of the 20th century in the automotive world. During his time at the head of the Volkswagen Group, he was the main architect of the Bugatti revival as an extreme luxury hypercar brand, driving the development of the impressive W16 engine that beats under the hood of La Voiture Noire. The history of that engine has its own epic. The concept of the W16 block was hand sketched by Piëch On paper he was traveling at 320 km/h on a Japanese bullet train. As if it were a premonition, that same engine turned the Bugatti Veyron into the first production car to become a missile. capable of exceeding 400 km/h. Ferdinand Piech passed away in 2019the same year that La Voiture Noire was presented to the world. The car, however, was not delivered until 2021, then passing into the hands of his son Anton Piëch as heir. The twist: the heir needs liquidity. Anton Piëch thus inherited the most expensive hypercar in the world at the time of its delivery. Now, however, he has made a decision that closes a symbolic circle: wants to sell it. According to sales documentation to which has had access to the German economic newspaper Handelsblattthe La Voiture Noire is offered through a discreet bidding process for 23 million Swiss francs, approximately 25 million euros. The reason for the sale of such a motorsports legend is the need to finance Piech Automotivetheir own electric vehicle startup founded in 2017. The company has been trudging along for over a decade and still doesn’t have a production vehicle. According to sources cited by Handelsblattthe company is also exploring a possible integration under the umbrella of the Chinese group Chery, although neither party has confirmed the details. In Xataka | Bugatti Veyron was a jewel that cost 1.7 million dollars: Volkswagen lost 6.7 million with each one it sold Image | Bugatti

thousands of soldiers converted into Tomahawks that the US no longer has

by

In recent times, the United States has fought many of its wars without the need to deploy large contingents on the front lines, relying on weapons capable of traveling more than 1,500 kilometers with millimeter precision and being launched from thousands of kilometers away. But there is a detail which can be crucial: replenishing that type of weaponry can take years, not weeks. The Tomahawk countdown. The United States has based the start of the conflict on a key advantage: hit at distance without exposing itself, relying massively on cruise missiles Tomahawk. However, that advantage is evaporating at high speed, with more than 850 missiles launched in just one month, a figure that represents a significant part of the total available arsenal and that has led some commanders to openly speak of “alarmingly low” levels. The problem is not only how much has been spent, but how slowly can be replaced: They are manufactured in limited quantities, they take years to produce and their intensive use in multiple recent conflicts has left a stock much more fragile than the official discourse makes it seem. From remote war to direct risk. Because the Tomahawk is not just another weapon, it is the pillar that allows Washington attack without risk pilots or troops in highly defended environments. From that perspective, its wear and tear completely changes the nature of the conflict, because it forces remote attacks to be replaced. for closer operationswhere planes and soldiers are much more exposed. In fact, the very development of the campaign already points to this turn: after the first long-distance blows, the United States has had to resort to more conventional ammunition and to deeper incursions, accepting a level of risk that at the beginning of the war he had managed to avoid almost completely. The Arleigh Burke-class destroyer USS Bainbridge fires Tomahawk missiles from the deck while underway in the eastern Mediterranean, in support of Operation Epic Fury, March 3, 2026 A scarcity that conditions. It we have counted before. The accelerated consumption of these missiles not only affects the war in Iran, but also opens a much bigger problem: Leaves the Pentagon with less room for other critical scenarios, especially in the Indo-Pacific facing China. Let’s think that Tomahawks are a of the key pieces for any high-intensity conflict against a similar power, and its reduction poses a obvious strategic dilemma: continue spending them in the Middle East or save them for a possible much more demanding confrontation. In fact, the urgency has reached the point of proposing missile transfers from other regions and put pressure on the industry to multiply production, something that, in any case, it will take years to take effect. The arrival of troops. In parallel to this silent attrition, the United States is moving thousands of soldiers to the region, in a buildup that could exceed 17,000 troops ready to operate near Iran. Although officially it is presented as a measure of pressure or preparation for contingencies, the context reveals another reading– As the ability to hit from afar decreases, the need to have options on the ground. Marines, parachutistsspecial forces and logistical support units are being positioned for missions ranging from securing sea routes to capturing strategic objectives or nuclear facilities. Possible missions, real risks. Because the operations that are being considered are not minor or fast, but complex interventions in highly hostile environments: take key islandssecure points in the Strait of Hormuz or even penetrate Iranian territory to neutralize critical assets such as uranium. Each of these scenarios involves facing missiles, drones, naval mines and prepared local forces, with the added risk of operating in tight areas and under constant fire. Unlike missile attacks, there is no safety distance: once on the ground, troops become concentrated and vulnerable targetsrelying on aerial and defensive coverage that is also under pressure. The turn towards a more dangerous war. Inevitably, the result is a profound change in the logic of conflict: what began as a campaign dominated by technology and reach is transforming into a situation where the human factor returns to the center. If you will also, a key idea aims to clearly prevail, one where the war in Iran is approaching a unprecedented scenario for the United States, and where thousands of its soldiers may have to assume the role they previously Tomahawks played. Not by strategic choice, but by necessity, in a context where the shortage of high-precision ammunition coincides with an accumulation growing number of troops ready to intervene in one of the most dangerous environments in the world. Image | US Navy In Xataka | Iran has achieved something unprecedented in the Middle East: that the US has to abandon its military bases In Xataka | While the US bombs Iran, something unusual has happened: drones attacking the nuclear bases in North Dakota

what it is, what it is for, prices and how you can get one to use in your projects

by

Let’s explain to you What is it and how to get an API qwen. This is essential code to be able to link your production models. artificial intelligence when developing an app or creating a workflow that includes them. And although we have already told you how to get Claude’s, ChatGPT’seither that of DeepSeekwe are also going to tell you about the AI ​​belonging to Alibaba. We are going to start this article by explaining what it is and What is an API key for? from Qwen, trying to make sure anyone can understand the concept. And then, we’ll tell you step by step how you can get yours, as well as their prices. What is the Qwen API and what is it for? Qwen is one of the most powerful artificial intelligence models on the market. It comes from China, and behind it we find the online giant Alibaba, which offers several models with different features and functions. Qwen is on the one hand the name of the chat, whose address is qwen.ai. But it is also the name of the AI ​​model underneath that makes it work. Think of the AI ​​chat as a complete car, and while what drives it is the engine, it is the model. And then, from time to time new versions of these models come out. Each of these AI models occupies many terras, and therefore, if you want to link it to an external application or project you will not be able to install it on your server. Instead, what you will do is connect your project to one of these models, build a bridge between your application and Qwen, and the key that opens the doors of that bridge is the API. An API is a unique key that is used to connect an app and an external service. In this case, the API serves to connect other applications with Qwen, or rather, the artificial intelligence model that powers it. This key, in fact, works for several models, although depending on which one you use, you will consume more or less tokens. The idea would be that when you write something to the bot that you have connected with an API, this bot sends the message to the AI, and that when the AI ​​generates the response it reaches the bot and it can show it to me. And since the bot and the AI ​​are on different servers, possibly in different countries, I’m going to need a bridge. And this bridge is the API. The Qwen API is paid. You pay for each token consumedwithout a fixed monthly fee. First you will have to buy credit packsand then these will be spent as you use the API. When you make a request, depending on the processing it requires and the task involved, you will spend these tokens or tokens, and when you run out you will have to buy more. But in exchange, what you have is the possibility of use Qwen in your projects to create your own chatbot or assistant, to automate tasks, to analyze texts, videos or audio and make transcriptions and summary, generate code, and ultimately for whatever you need. You will have the AI ​​within the application, but not natively, but you will have connected both. Token types and API prices The price of Qwen APIs depends on several things. For a start, It depends on the model you want to use.. If you are going to use the most powerful model it will be more expensive, since it is a model that consumes more resources. Meanwhile, the lighter models will have lower prices. There are two types of tokenthe input ones (Input) and the output ones (Output). Input tokens are the consumption of the text that you send to the model with a prompt. And the output is the response it generates. The price of the tokens is per million of them. As for the price, it depends on whether you use a full or lighter model. This is a table with prices of current flagship models. Remember that prices correspond to each million tokens. Model Input (for 1M tokens) Output (per 1M tokens) Qwen3.5-Plus 0.4 dollars 2.4 dollars Qwen3.5-Max 1.2 dollars 6 dollars Qwen3-Coder-Next 0.3 dollars 1.5 dollars Qwen-Plus 0.4 dollars 1.2 dollars Qwen3.5-Flash 0.1 dollars 0.4 dollars How to get your Qwen API To generate a Qwen API, the first thing is create an account on Alibaba Cloud. For that, go to alibabacloud.com and choose the option to register. In the process they will ask you for a payment method so that invoices are charged there when you use the API and spend tokens. Once you have an account, you have to go to the APIs section of Alibaba Cloud Model Studioentering directly in this link. Once inside, press the button Create API Key that will appear at the top right. This will open the window to generate the API, where you will have to choose the workspace where you want to have it and give it a description to differentiate it from the others. The ideal is to use an API for each project where you want to link Qwen. And that’s it. Only with this you will have created your API, and you will be able to see it in the list that appears on the Alibaba Cloud Model Studio APIs website. You can now use this code to link Alibaba AI wherever you want. In Xataka Basics | The best applications to have local artificial intelligence on your mobile or PC, without needing a connection and with greater privacy

China is giving an overwhelming lesson in nuclear power plant construction to the rest of the planet

by

The time it requires the construction of a nuclear power plant From the moment the concrete is poured until the moment it is connected to the electrical grid, it takes between 15 and 19 years in the West; between 7 and 9 years in Asia and the Middle East; and 6 to 10 years in India and Russia. And the total cost of the project usually ranges between 24,000 and 60,000 million dollars. Barakah 4 nuclear power plantin the United Arab Emirates, has four nuclear reactors, took 9 years to build and cost $24.4 billion. On the other hand, the nuclear plant Hinkley Point Cin the United Kingdom, clearly illustrates the execution problems faced by some Western nuclear projects. After several delays Its first reactor will come into operation at best 13 years after the start of construction of the plant. And its final cost will exceed 50 billion dollars. At an intermediate point, Vogtle Unit 4 is established, in the US, which has taken 11 years to be operational and has cost about 35 billion dollars. As can be expected, the number of reactors and the technology they use have a profound impact on the cost of the plant and the time that needs to be invested in its development. Even so, as we have just seen, construction costs and time vary greatly from one region of the planet to another, especially if we introduce China into the equation. And in this scenario the country led by Xi Jinping is unbeatable with a average construction time of 6 years per nuclear plant and a cost of $2,500/kW compared to the 10-year average and almost 8,500 dollars/kW for the rest of the planet. China’s recipe is the most competitive Shangwei Liu explains clearly in the article you published on the website of the Roosevelt Institute what is the strategy that China has devised to reduce the cost and time invested in the construction of its next-generation nuclear power plants. Its plan is based on two pillars: the reconstruction of the supply chain and economies of scale. To a large extent, China’s success is due to the fact that it has managed to create a national supply chain that is immune to the ups and downs and instability of the international market. In addition, it has a lot of qualified labor in all links of its supply chain. There is only one country on the entire planet capable of approaching China’s numbers in this complex and demanding scenario: South Korea. On the other hand, the economy of scale that has given China so much joy in a very wide range of markets also has a place in the production of the components required by nuclear plants. Furthermore, when replacing components manufactured abroad by local elements This Asian country managed to drastically reduce costs during the first decade of this century, and stabilize them during the last decade. However, there is another factor that works in China’s favor and that we cannot ignore: its coordinated industrial policy and stable regulatory framework allow it to carry out long-term planning. There is only one country on the entire planet capable of approaching China’s numbers in this complex and demanding scenario: South Korea. Its latest nuclear plant projects show a cost of between 3,500 and 4,500 dollars/kWwhich places it close to China, with 2,500 dollars/kW, and well below the average of 8,500 dollars/kW for the rest of the planet. This achievement is the result of approaching nuclear energy as an industrial assembly line and not as a set of isolated engineering projects. Again, economy of scale makes the difference. The US numbers are much less favorable. And the total cost of its latest nuclear plants exceeds $15,000/kWalthough presumably this figure will moderate until it barely exceeds the $10,000/kW in future projects. If Western countries want to drastically reduce their costs and moderate the time it takes to construct their nuclear power plants, they will necessarily have to look towards China and South Korea. The reconstruction of their supply chain is essential, and, in addition, they will have to resolve the crossroads posed by the commitment to large reactors, or by compact modular reactors. At the moment there are no other options on the table. Image | Generated by Xataka with Gemini More information | Roosevelt Institute In Xataka | The future of energy is floating in the Arctic: Russia’s ace up its sleeve is a nuclear plant

The war in Iran is turning tourism upside down. And that translates into something for Mallorca: thousands more Germans

by

In just over a month, the Middle East conflict has reminded the world that, at least in the 21st century, the seismic wave of wars is felt far beyond where the bombs fall. Its effect has already spread to the price of oilthe stock market and geopolitics and now threatens to shake the shopping basket. Another sector in which it is also leaving its mark (and a lot) is the touristwho has seen how in a matter of weeks flights were canceledthey reinforced routes and basically demand swung at a global level. And that is being felt strongly in the Balearic Islands. More flights to Mallorca. That the Balearic Islands see their flight schedule reinforced at the gates of Easter and with summer just around the corner is nothing new. What is curious is that the programming is shielded with dozens and dozens of extra frequencies, such as reveals Mallorca Diarywhich estimates that the war in Iran has led to more than a hundred extra flights being planned between Germany and Mallorca for the start of the season. In practice this translates into something that will soon be noticed in the Balearic Islands: tens and tens of thousands of extra places for German travelers until June. How many flights are there? Yes. The biggest injection will come from Eurowing, an airline low cost based in Düsseldorf and part of the Lufthansa Group. A few days ago its managers announced the scheduling of a hundred extra flights to Palma, an effort that they relate (without mentioning it directly and explicitly) to the instability that the Middle East is experiencing. “The airline responds to the changing demand of the sector and reinforces its offer to the western Mediterranean,” clarify. According to the calculations of the company, the reinforcement of its operations with Mallorca will result in 36,000 extra seats until the end of May. “Around 100 additional flights are planned to Palma, along with around 70 connections to the Canary Islands (Fuerteventura, Las Palmas, Tenerife), as well as to Faro, Málaga, Naples and Nice,” Eurowings specifies before specifying that the new scheduled flights will operate from the airports of Berlin, Cologne, Düsseldorf, Hamburg and Stuttgart. Beyond Eurowings. The Lufthansa airline is not the only one that has decided to redouble its commitment to the Balearic Islands. Condor Flugdienst, another German operator, will reactivate two connections with the Spanish archipelago starting in May: one will be the Dortmund-Palma route, which will be covered daily with an Airbus A321; the other will link the Münster/Osnabrück airport with Mallorca. The list of companies that will target the Balearic Islands offer in the coming weeks are Ryanair and TUI Fly. The first offers a route to Mallorca from Friedrichshaffen, in Baden-Württemberg (Germany). Regarding the second, Tourinews inform that a few days ago it announced the scheduling of 68 additional flights with around 10,000 seats from several German airfields, including Hannover and Munich. The destinations are spread across various points throughout southern Europe, including Greece, the Canary Islands and Mallorca. “They have changed their plans”. It is not just that German airlines seem to look with redoubled interest at the great destinations of southern Europe and the Mediterranean. The sector itself recognizes a change in trend that is related to the war in Iran and the influence it is exerting on the market. “Many tourists who had not yet booked and were planning to travel to destinations in the Middle East have changed their plans at the last minute and opted for other places,” clarify to Mallorca Diary from the Business Group of Travel Agencies of the Balearic Islands (AVIVA). a few days ago The reason assuredciting data from tour operators, that British reservations have skyrocketed by 40% in the Balearic Islands. The Canary Islands have also recorded an increase of 16%. “Last minute increases”. Last week the Hotel Business Federation of Mallorca (FEHM) calculated that the average occupancy during Easter will be around 70%, a level similar to that of past years, with 92% of its places activated. In the specific case of Palma, the forecasts were somewhat better and almost 90% of the available rooms were expected to be filled. These are, however, the starting data. In general, the group is cautious, remembering the “uncertainty” that reigns in the market internationally and also recognizing that its initial estimates may be out of date, opening the door to an increase in reserves. “There may be increases due to last minute sales,” anticipates the executive vice president of FEHM. Has the scenario changed that much? The truth is that yes. And in several aspects. The war and its consequences, which extend far beyond Iranian borders to the rest of the Persian Gulf, have made tourists from other countries be suspicious of destinations established until now. A few weeks ago, the Mabrian firm studied the security perception indices of nations such as Qatar, the Emirates and Saudi Arabia and found that the indicator had plummeted. The most curious thing is that it has also taken its toll on other distant tourist spots, such as Jordan, Türkiye or Egypt. The study was carried out shortly after the US and Israeli attack on Iran and Tehran’s subsequent reaction, which turned the airspace of much of the Gulf upside down. Since that region plays a key role as an air interconnection point on routes between Europe and Asia, the war also took its toll to connections with countries like Sri Lanka. Surprising (but not that surprising). In reality, the latest movements of Eurowings, TUI Ryanair only confirm what analysts tell us. weeks anticipating: that part of the demand that now views the Middle East with suspicion will be redirected towards other beach destinations in Western Europe. Which is it? In mid-March the BBC spoke from Portugal, Italy and Spain, as well as the Caribbean, Mauritius and the USA. They were not simple predictions. The British chain cites data from a famous travel agency, Thomas Cook, which already at that time … Read more

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.